Brake



; March 23,1926. 1,577,933

e. RAIRDAN.

BRAKE Filed Deb. 5, 1924 2 sheets-sheet 1- lmvemow 'lw dw W I Affqrne- March 23 5 1926. 1,577,983

H. G. RAIRDAN BRAKE Filed Dec. 5, 1924 Sheets-She: 2

Elkwn l I I l INVENT H Em v m? of control.

Patented Mar. 23, 1926.

- UNI ED STATES A v 1,577,983 PATENT omce.

4 HENRY G. BAIBDAN, OF LABNED, KANSAS.

Application filed December 5, 1924. Serial No. 754,059.

To'aZZ whoin it may concern: Be it known that I, HENRY G. RAmnAN, a citizen 'of the United States, residing at Larned, in the county of Pawnee and State of Kansas, have invented new and useful Improvements in Brakes, ofwhich the following is aspecification. I

This invention relates generally to brakes but has particular reference to brakes adaptable to automotive vehicles. a

. Oneof the objects of my invention is to provide a novel and efficient oil brake which is readily adaptable to operative connection with the drive shaft of an automobile.

vide an improved oil brake'h'aving reciproeating pistons operatingl to compress a regulated body of oil for t e purpose" of transmitting a braking action directly on the Q 2 drive shaft of an automobile. A further object of the invention residesin novel means aotuated by a foot brake for' operatively connecting the reciprocating pistons with the drive shaft and then graduating inducing a braking action of the piston" bv further or continued pressure on the foot brake. .1 I

A further object-of my invent on resides in theconnection of my im roved brake to I the present type of automoblle wheel brakes.

A still further object is to provide a brake of the above character with means for gradually controlling the pressure exerte by same; such means being locatedon the. steering post cr column ofthe automobile.

With these and other objects in view my .invention'resid'es in the ,novel combination and construction of the parts and members \iillustrated in the accompanyin drawings, v 4

es'cribed in the following speci cations and particularly pointed'out in the appended claims.

Referring to the drawings:

' Figures 1 and 2, illustrate respectively side elevation and plan view of a preferred embodiment of my invention as applied to the automobile.

Figures 3 and 4 ;show respectively side. plan view of a modified form elevation and v Fig 5, 1s sectional elevation of the oil cylinders with apair of reciprocating pistons and'mechanism connecting them op- 'eratively to the drive'shaft' of the automo-;

bile.

Figure Another object of my invention is to proj 6,. is across section taken on line 66' of Fig. 5, showing the oil chamber about the oil cylinders and the rotary valve for controlling and regulating the ,fiow of the oil from the oil cylinders back in the oil chamber.

Figure 7 is a cross section on line 77 of Fig. 6, showing a detail of the rotary valve when in full open position to permit the free flow of oil from the piston. cylinders into the overhead oil chamber.

.Figure 8, a fragmentary view looking at the end of the cylinder casing showing the coil spring which normally maintains" the rotary valve in open position. Referring to the drawings and particularly to Figs. 5 to -8 inclusive, 10 indicates a cas ng arran ed with a pair of cylinders 11 within whic I mount the reciprocating plstons v12 having connectingrod s 13 in en ga ement with the crank shaft 14. The cy lnders 11 are spaced within the casing 10 to provide cooling chambers 10 which can be filled with oil or water for purposes of cylinder cooling The upper ends of the cylinders 11 are provided with openingsll havin valves 15 the stems 15 ofwhich ex tend t rough the top of the casing and carry coil springs 16 which normally retain the valves .in closed position. y

A suitable chamber 17 is formed above the piston cylinders the greater part of Which is filled with oil. The cooling chambers 10 are completely separated from'the 'overhead oil I chamber 17 by a lateral floor or vpartition 17*. The rear end of the partition 17. is

the rotary valve 18 is in full open position and is maintained so by the co1lspri-ng19 which exerts apressure on the operating arm 20. The full open'position of the rotary vaive is furthermaintained by the stop pin 21 having an engagement with-the pin 22. The crank shaft 14 isoperatively connected to the automobile '-main drive shaft' v 23 by means of the pinion '24 which is keyed crank Shaft A clutch collar 26 having-' an integral jaw clutch 26 is slidably'keyed lto theshaft 14. and is arranged for' sliding 26 with the integral jaw. clutch of the gear 25 whereby the operation of the pistons 12 is effected. 'It-is readily apparent that;. any-other type of clutch may be utilized instead of the j aw clutch.

Referringnow to Figures 1 and 2, the oil brake casing 10 is mounted by means of suitable brackets 27 to the transmission or motor clutch casing 28 of the automobile engine 29. The clutchoperating'lever 30 is pivotally suspended from the bracket 30 located on the side of the casing 10, and engages the-collar 26 whereby the oil pistons are. directly connected to the drive with 23. A springi31 normally retains the clutch 26 out of operation. The lever 30 is fur- ?ther connectedat its lower end with the arm 32 through a second stronger spring 33 and the arm 32 is connected by means of the. pin 34 with the downw'ardlyextend- -ing lever 35 of the foot brakelever 3,6.

In the construction shown in Figures 1 and Y 2,. the end of the rotary-valve 18 is provided with a pair of bevel gears 37'and 38, the shaft of gear 38 having an arm 39 fixed thereto whichi's connected by the link 40 to a slotted member 41, having a slot 4:1 through which. the pin 34: extends. The slotted member 11 is resiliently held by a spring 42 to the frame of the automobile.

, It is now readily. apparent by reference to Figures '1 and 2, that in the braking action of the foot lever 36, the lever 30 will be first operated to bring the clutch jaws 25 and 26 into engagement for propelling of the oil pistons. .However, no

V braking effect will be accomplished as the .rotary valve 18 is normally in open position which permits the oil to pass from above the pistons through passages 11 back into the overhead oil. chamber 17. But if mitted were shaft 23. a

.the' foot brake lever'36 is further depressed the pin 34 will eventually reach t 16 end of the slot 41 and by its engagement of the member 41 will exert'a pullon the link .40

and arm 39 to gradually move the rotary valve to closed position thus gradually checking the return flow of the oil 'into the oihchamber 17. It is obvious that as the passages between the oilchamber .17

and piston-cylinders 'llfar'e gradually closedthat a' braking action will 1 be gradually transmitted to the drive shaft 23, and that Whenthe rotary valve is completely closed,-

' reciprocation of the pistons 12 will be trans tothe lever 30 by the link e14. The nor- 4 -mal disconnected position of theclutch movement to operatively engagethe clutchbeing retained bythe spring 31. "The rota'ry valve '18 being operable by a hand lever- 45 located on the side of the steering post and having an extension 455? which is connected by means of a link 46 to the arm 20 1 which is fixed to the end of the rotary valve. e It is believed that. the above'description and drawings clearly set forth the inventron hence a more'ex'tended description is omitted. I claim 1. The combination with a motor drive shaft, of a brake mechanism comprising a,

fluid braking device having a valve for controlling the braking power thereof and including a crank shaft, and control means adapted for movement by the operator of the motor-for. operatively connecting said crank shaft'with said drive shaft and means for controlling said valve also operable by said control means.

2. The combinationwith a motor drive shaft, ofa brake mechanism comprising'a fluid-braking devicehaving a valve forv controlling the braking power thereof and including a crank shaft, and control means adapted for movement by the operator of the motor for operatively connecting said crank shaft with said drive shaft'and said control means arranged by further movement thereof to control the operation of said valve.

'3. The combination with a motor drive shaft, of a brake mechanism comprising a fluid braking device having a cylinder, a piston in said cylinder, a fluidchamber ad jacent said cylinder,"said.fluidchamber being-in communication onlywith the interior portion of said cylinder above said piston, a valve for controlling the flow of the liquid from the interior portionof said chamber above said piston "into said' fluid chamber, a second valve for admitting the-return flow of the liquid from said fiuld chamber into the upper interior portion of said cylinder above said piston, a crank shaft operatively connected with said piston, means for op eratively connectin said crankshaft with the motor drive shaft, -and-independently operable means for controlling the operathan of said first named valve.

4: The combination 'with a motor drive shaft, of a brake mechanism comprising a fluid braking device having a cylinder, a piston in said cyhnder, a fluid chamberedjacent said cylinder, said fluid chamber-beabove said piston into said fluid chamber,

a second valve for admitting the return flow of the liquid from said fluid chamber into ,the upper interior portion of said cylinder manual means for controlling the operation of said first named valve.

5. The combination with a motor drive shaft, of a brake mechanism comprising a fluid braking device having a valve for controlling the braking power thereof and including a'crank shaft, means for operatively connecting said crank shaft and said drive shaft, a link having a slotted opening therein, a connection from said link to said valve, and a projection on said means extending into the slotted opening arranged to transmit motion to said'link and valve after the operative engagement of said crank shaft with said drive shaft.

6. In combination with a motor drive shaft, a fluid brake comprising a body having a fluid compartment and a cylinder with a reciprocating piston therein, a crank shaft operatively connected to said piston, a valve adapted to admit the fluid from said compartment into said cylinder, a second valve adapted to close a passage from said cylinder into said compartment to thereby compress the fluid in said cylinder and to arrest the movement of said piston, means for operatively engaging said crank shaft With said drive shaft said means also adapted upon continued movement thereof to control the movement of said second valve.

In Witness whereof I affix my signature.

HENRY G. RAIRDAN. 

